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INTRODUCTION TO AUTOMOBILE
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1.1 TYPES OF AUTOMOBILES
1. PURPOSE
2. CAPACITY
3. FUEL USED
4. No. Of wheels
i. Two wheelers.
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supported on front axle so that they can swing to the left or right for steering.
This movement is produced by gearing and linkage between the steering wheel
in front of the driver and the steering knuckle or wheel. The complete
arrangement is called the steering system. The steering system essentially
consists of two elements- a steering gear at the lower end of the steering
knuckles and steering linkage .shows a simplified diagram of a steering system.
Fig 1.1 shows a late model of steering system. It has worm and roller type
steering gear and relay type steering linkage. When the driver turns the
steering wheel, the resulting motion is transmitted down a steering tube to
a steering gear set at the end of the steering tube. The gear set changes
the direction of motion, and multiplies the twisting force according to the gear
ratio. Its output shaft rotates to move the pinion arm which transmits the motion
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of the steering knuckles through the relay road , idler arm , two tie rods , two
steering arm and the two front wheels. Thus as soon as the driver puts his hands
on the steering wheel the motion of the front wheels is in his hands. If he wants
to turns the vehicle to the left, he turns the steering wheel to the left, and if he
wants to turn the vehicle to the right, he turns steering wheel to the right,
otherwise the steering wheel is in its middle position and the vehicle is going in
a straight line.
For the smooth performance of the system, the steering system of any
vehicle should fulfill the following requirements:
1. It should multiply the turning effort applied on the steering wheel by the
driver.
3. The mechanism should have self –rightening effect so that when the
driver release the steering wheel after negotiating the turn , the wheel
should try to achieve straight ahead position .
The readers may bear in mind that the requirements of any system may vary
but they should have some kind of average compromise.
1.4 FUNCTIONS OF THE STEERING SYSTEM
The various functions of the steering wheel are
1. To control the angular motion the wheels and thus the direction of motion of
the vehicle.
2. To provide directional stability of the vehicle while going straight ahead.
3. To facilitate straight ahead condition of the vehicle after completing a turn.
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4. The road irregularities must be damped to the maximum possible extent.
This should co-exist with the road feel for the driver so that he can feel the
road condition without experiencing the effects of moving over it.
5. To minimize tyre wear and increase the life of the tyres.
1.5 TYPES OF STEERING
Depending on the number and position of the wheels being steered,
steering systems can be classified as follows:
1.5.1 Front wheel steering
The most commonly used type of steering, only the two front wheels of
the vehicle are used to steer the vehicle. This type of steering suffers from the
comparatively larger turning circle and the extra effort required by the driver to
negotiate the turn. A typical front wheel steering mechanism layout is given in
FIG 1.2.
1.5.2 Rear wheel steering
Some types of industry battery trucks and backhoe loaders use this type,
where only the two rear wheels control the steering. It can produced smaller
turning circles, but is unsuitable for high speed purposes and for ease of use.
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FIG 1.2 - Conventional Front Wheel Steering System
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With advances in technology, modern four wheel steering systems boast
of fully electronic steer-by-wire systems, equal steer angles for front and rear
wheels, and sensors to monitor the vehicle dynamics and adjust the steer angles
in real time. Although such a complex 4WS model has not been created for
production purposes, a number of experimental concepts with some of these
technologies have been built and tested successfully.
Compared with a conventional two wheel steering system, the advantages
offered by a 4WS system include:
1. Superior cornering stability.
2. Improved steering responsiveness and precision. High speed straight line
stability.
3. Notable improvement in rapid lane-changing maneuvers.
4. Smaller turning radius and tight-space maneuverability at low speed.
5. Relative Wheel Angles and their Control.
The direction of steering the rear wheels relative to the front wheels
depends on the operating conditions. At low-speed wheel movement is
pronounced, so that rear wheels are steered in the opposite direction to that of
front wheels. This also simplifies the positioning of the car in situations such as
parking in a confined space. Since the rear wheels are made to follow the path
on the road taken by the front wheels, the rear of a 4WS car does not turn in the
normal way. Therefore the risk of hitting an obstacle is greatly reduced.
At high speed, when steering adjustments are subtle, the front wheels and
rear wheels turn in the same direction. As a result, the car moves in a crab-like
manner rather than in a curved path. This action is advantageous to the car
while changing lanes on a high-speed road. The elimination of the centrifugal
effect and, in consequence the reduction of body roll and cornering force on the
tyre, improves the stability of the car so that control becomes easier and safer.
In a 4WS system, the control of drive angle at front and rear wheels is most
essential.
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Fig1.3 Four Wheel Steering System
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1.6.2 High Speeds:
In high speeds, turning the rear wheels through an angle opposite to front
wheels might lead to vehicle instability and is thus unsuitable. Hence, at speeds
above 80 kmph, the rear wheels are turned in the same direction of front wheels
in four-wheel steering systems. This is shown in FIG 1.5
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could significantly affect the way our vehicles are parked in the future. Its
shown in the following FIG 1.7
FIG 1.7 - The Jeep Hurricane concept with Zero Turning Circle Radius
This vehicle has all the three modes of steering described above, though it
sports a truly complex drive-train and steering layout with two transfer cases to
drive the left and right wheels separately. The four wheels have fully
independent steering and need to turn in an unconventional direction to ensure
that the vehicle turns around on its own axis. Such a system requires precise
calculation from a servo motor with real-time feedback to make certain that all
three steering modes function perfectly. The concept didn’t make it to
production, possibly due to the high costs involved in the power train layout.
But the idea presented by the concept continues to find importance. The only
major problem posed by this layout is that a conventional rack-and-pinion
steering with pitman arms would not be suitable for this mode, since the two
front wheels are steered in opposite directions. Steer-by-wire systems would
work fine, however, since independent control can be achieved.
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CHAPTER 2
REVIEW OF LITEREATURE
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Fig. 2.2. Epicyclic Gear Action (Honda).
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Fig. 2.3. Schematic Layout of Rear-Wheel Steer Unit (Mazda).
Figure 2.3 represents the schematic of the system and indicates the main
components used in this system. The functions of these components in steering
the rear wheels are as follows:
1. Sensors to measure vehicle speed.
2. Steering phase control unit conveys to the hydraulic control valve
the required stroke direction of movement. (Hi) Electric stepper motor
alters the yoke angle and bevel gear phasing in accordance with the
signals received from the ECU.
3. Rear steering shaft provides the position of the front wheels to the
bevel gear in the steering phase control unit.
4. Control valve controls the hydraulic pressure supplied to the ram
cylinder.
5. Hydraulic ram cylinder steers the rear wheels depending upon the
requirements.
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Fig. 2.4. Steering Phase Control Unit.
The steering phase control unit (Fig. 2.4) alters the direction and angle of
the rear wheels. The electrical pulses from the ECU to the stepper motor, and
the movement from the steering shaft to the bevel gear, alter the position of the
hydraulic control valve to suit the conditions.
CHAPTER 3
STEERING SYSTEM
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FIG 3.1 - Ackerman Steering Geometry
Nevertheless, the benefits that engineers can reap out of this technology are
significant enough to work around these obstacles.
We chose to use a simple control circuit to demonstrate the effectiveness
of a four wheel steering system, and at the same time, simulated the suspension-
steering assembly of a typical car to predict the Ackerman angles for
corresponding steer angles.
S.NO Troubles Causes
1. Hard steering (a) Low type pressure
(b) Too tight steering gear.
(c) Binding steering linkage.
(d) Incorrect or insufficient lubrication.
(e) Incorrect caster, camber, king pin
inclination or toe- in.
(f) Bent or broken steering arms,
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knuckles or suspension arms.
(g) Weak or sagging front springs.
(h) Bent or broken frame.
(i) Bent steering shaft.
(j) Too tight spherical ball joints.
(a) Loose or worm steering.
(b) Loose or worm steering gear.
(c) Worm kingpins, steering knuckle
Excessive play or bushing, bearings or spherical joints.
2. looseness in the steering (d) Loose steering gear housing on frame
system or cross member.
(e) Loose steering wheel on post.
(f) Loose or worm steering gear flexible
coupling.
(a) Poorly adjusted brakes.
(b) Worm brake lining.
Erratic steering when
3. (c) Insufficient or uneven caster.
brakes are applied.
(d) Bent steering knuckle and 1 (a),1 (g)
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down and separately).
(a) Rear wheels not tracking with front
wheel bearing.
Car pulls continuously to (b) Too tight wheel
7.
one side. (c) Loose mounting bolts of suspension
arm and 1 (a ,e, g, h ) 3 ( a, b , d ,) 4
(b) and 5 (c)
Poor turn of gear to centre (a) Blinding or sticking control valve
8.
after turning. or actuator lever.
Steering wheel jerks
9. (a) Loose pump belt.
when turning.
Every vehicle has a steering ratio inherent in the design. If it didn't you'd
never be able to turn the wheels. Steering ratio gives mechanical advantage to
the driver, allowing you to turn the tyres with the weight of the whole car sitting
on them, but more importantly, it means you don't have to turn the steering
wheel a ridiculous number of times to get the wheels to move. Steering ratio is
the ratio of the number of degrees turned at the steering wheel vs. the number of
degrees the front wheels are deflected. So for example, if you turn the steering
wheel 20° and the front wheels only turn 1° that gives a steering ratio of 20:1.
For most modern cars, the steering ratio is between 12:1 and 20:1. This coupled
with the maximum angle of deflection of the wheels gives the lock-to-lock turns
for the steering wheel. For example, if a car has a steering ratio of 18:1 and the
front wheels have a maximum deflection of 25°, then at 25°, the steering wheel
has turned 25°x18, which is 450°. That's only to one side, so the entire steering
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goes from -25° to plus 25° giving a lock-to-lock angle at the steering wheel of
900°, or 2.5 turns (900° / 360).
This works the other way around too of course. If you know the lock-to-
lock turns and the steering ratio, you can figure out the wheel deflection. For
example if a car is advertised as having a 16:1 steering ratio and 3 turns lock-to-
lock, then the steering wheel can turn 1.5x360° (540°) each way. At a ratio of
16:1 that means the front wheels deflect by 33.75° each way.
For racing cars, the steering ratio is normally much smaller than for
passenger cars - ie. Closer to 1:1 - as the racing drivers need to get fuller
deflection into the steering as quickly as possible.
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The turning circle of a car is the diameter of the circle described by the
outside wheels when turning on full lock. There is no hard and fast formula to
calculate the turning circle but you can get close by using this:
The numbers required to calculate the turning circle explain why a classic
black London taxi has a tiny 8m turning circle to allow it to do U-turns in the
narrow London streets. In this case, the wheelbase and track aren't radically
different to any other car, but the average steering angle is huge. For
comparison, a typical passenger car turning circle is normally between 11m and
13m with SUV turning circles going out as much as 15m to 17m.
Table: 3.2 Steering wheel radius of some of the light vehicles manufactured in
India:
The imaginary axis about which the steered wheels are swivelled. In
older models a solid structural component is used a s a king pin and its center
line is the king pin axis. In present day models the solid component is absent.
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Instead ball joints are used. The imaginary line joining upper and lower ball
joint acts as king pin axis.
The angle between the vertical line and centre of the king pin or steering
axle, when viewed from the front of the vehicle is known as king pin inclination
or steering axle inclination. The king pin inclination, in combination with caster,
is used to provide directional stability in modern cars, by tending to return the
wheels to the straight – ahead position after any turn. It also reduces steering
effort particularly when the vehicle is stationary. It reduces tyre wear also. The
king pin inclination in modern vehicle range from 4 to 8 degree .It must be
equal on both the sides. If it is greater on one side than the other, the vehicle
will tend to pull to the side having the greater angle. Also, if the angle is too
large, the steering will become exceedingly difficult. The king-pin inclination is
made adjustable only by bending.(fig 3.3)
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Fig 3.3 King Pin Angle
When center line of the wheel meets the center line of the king pin axis at
the road surface it is called center point steering.
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3. Large bending stresses in steering components.
The distance between the center line of the wheel and the king pin axis at
the road surface.
3.7.1 Positive scrub radius: When king pin axis meets the road inside the tyre
tread line.
3.7.2 Negative scrub radius: When king pin axis meets the road outside the
tyre tread line.
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Fig 3.5 Wheel Geometry
3.8.1 CASTOR:
In addition to being tilted inward toward the centre of the vehicle, the
kingpin axis may also be tilted forward or backward from the vertical line. This
tilt is known as caster. Thus the angle between the vertical line and the kingpin
centre line in the plane of the wheel (when viewed from the side) is called caster
angle. When the top of the king pin is backward, the caster angle is positive, and
when it is forward the caster angle is negative .the caster angle in modern
vehicles ranges from 2 to 8 degree.
Tilt of the king pin axis from the vertical either towards the front
(negative castor) or towards the rear (positive castor)
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Castor gives directional stability: The force acting at the pivot (steering axis)
and the resistance at the surface constitute a couple so that the wheel follows the
line of thrust.
Fig3.6 Caster
3.8.2 CAMBER:
The angle between the centre line of the tyre and the vertical line when
viewed from the front of the vehicle is known as camber. When the angle is
outward, so that the wheels are farther apart at the top than at the bottom, the
camber is positive. When the angle is inward, so that the wheels are closer
together at the top than at the bottom, positive or negative, tends to cause
uneven or move tyre wear on side than on the other side. Camber should not
exceed to 2°.
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Positive camber: When upper part of wheel is outside.
Negative camber: When upper part of wheel is inside (towards the center line
of the car)
To compensate for the deflections in the axle under full load of a vehicle
resulting in negative camber of the wheel.
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3.8.3 TOE IN:
The front wheels are usually turned in slightly in front so that the distance
between the front ends (a) is slightly less than the distance between the back
ends (b), when viewed from the top. The difference between these distances is
called toe in. On a car with toe – in, the distance between the front wheels is
less at the front (a) than at the rear (b), when viewed from the top. The amount
of toe-in is usually 3 to 5 mm. The toe –in is provided to ensure parallel rolling
of the front wheels, to stabilize steering and prevent side slipping and excessive
tyre wear. It also serves to offset the small deflections in the wheel-support
system which comes out when the car is standing still; they tend to roll parallel
on the road when the car is moving forward. Some alignment specialists set the
front wheels in “straight-away alignment” in preference to “toe-in adjustment”.
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3.8.4 TOE OUT:
Toe-out is the difference in angles between the two front wheels and the
car frame during turns. The steering system is designed to turn the inside wheel
through a larger angle than the outside wheel when making a turn. This
condition causes the wheels to toe-out on turns, due to the difference in their
turning angles. When the car is taking turn, the outer wheels rolls on a larger
radius than the inner wheel, and the circles on which the two front wheels must
roll are concentric. Therefore the inner wheel must make a larger angle with the
car frame than that the outer wheel makes. As shown in figure ,when the front
wheels are steered to make a turn the , inner wheels turns to an angle of 23°
with the car frame , while the outer wheel turns only 20° with the car frame .
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The toe –out is secured by providing the proper relationship between the
steering knuckle arms, tie rods and pitman arm.
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CHAPTER 4
4.1 Understeer:
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4.2 Oversteer:
Over steer is defined when the slip angle of front wheels lesser than the slip
angle of rear wheels. With oversteer, the car goes where it's pointed far too
efficiently and you end up diving into the corner much more quickly than you
had expected. Oversteer is brought on by the car losing grip on the rear wheels
as the weight is transferred off them under braking, resulting in the rear kicking
out in the corner. Without counter-steering (see Fig ) the end result in racing is
that the car will spin and end up going off the inside of the corner backwards. In
normal you-and-me driving, it means spinning the car and ending up pointing
back the way you came.
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can often 'catch' the oversteer by directing the nose of the car out of the corner.
In drift racing and demonstration driving, it's how the drivers are able to smoke
the rear tyres and power-slide around a corner. They will use a combination of
throttle, weight transfer and handbrake to induce oversteer into a corner, then
flick the steering the opposite direction, honk on the accelerator and try to hold
a slide all the way around the corner. It's also a widely-used technique in rally
racing.
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CHAPTER 5
There really are only two basic categories of steering system today; those
that have pitman arms with a steering 'box' and those that don't. Older cars and
some current trucks use pitman arms. Newer cars and unibody light-duty trucks
typically all use some derivative of rack and pinion steering.
Pitman arm mechanisms have a steering 'box' where the shaft from the
steering wheel comes in and a lever arm comes out - the pitman arm. This
pitman arm is linked to the track rod or centre link, which is supported by idler
arms. The tie rods connect to the track rod. There are a large number of
variations of the actual mechanical linkage from direct-link where the pitman
arm is connected directly to the track rod, to compound linkages where it is
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connected to one end of the steering system or the track rod via other rods. The
example below shows a compound link.
Most of the steering box mechanisms that drive the pitman arm have a
'dead spot' in the centre of the steering where you can turn the steering wheel a
slight amount before the front wheels start to turn. This slack can normally be
adjusted with a screw mechanism but it can't ever be eliminated. The traditional
advantage of these systems is that they give bigger mechanical advantage and
thus work well on heavier vehicles. With the advent of power steering, that has
become a moot point and the steering system design is now more to do with
mechanical design, price and weight. The following are the four basic types of
steering box used in pitman arm systems.
This is by far the most common type of steering you'll find in any car
today due to its relative simplicity and low cost. Rack and pinion systems give a
much better feel for the driver, and there isn't the slop or slack associated with
steering box pitman arm type systems. The downside is that unlike those
systems, rack and pinion designs have no adjustability in them, so once they
wear beyond a certain mechanical tolerance, they need replacing completely.
This is rare though.
In a rack and pinion system, the track rod is replaced with the steering
rack which is a long, toothed bar with the tie rods attached to each end. On the
end of the steering shaft there is a simple pinion gear that meshes with the rack.
When you turn the steering wheel, the pinion gear turns, and move the rack
from left to right. Changing the size of the pinion gear alters the steering ratio. It
really is that simple. The diagrams here show an example rack and pinion
system (left) as well as a close-up cutaway of the steering rack itself (right).
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Fig 5.2 Rack and Pinion Type.
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5.2.1 Variable-Ratio Rack and Pinion Steering
This is a simple variation on the above design. All the components are the
same, and it all works the same except that the spacing of the teeth on the rack
varies depending on how close to the centre of the rack they are. In the middle,
the teeth are spaced close together to give slight steering for the first part of the
turn - good for not over steering at speed. As the teeth get further away from the
centre, they increase in spacing slightly so that the wheels turn more for the
same turn of the steering wheel towards full lock.
This is by far the most common type of steering box for pitman arm
systems. In a recirculating ball steering box, the worm drive has many more
turns on it with a finer pitch. A box or nut is clamped over the worm drive that
contains dozens of ball bearings. These loop around the worm drive and then
out into a recirculating channel within the nut where they are fed back into the
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worm drive again. As the steering wheel is turned, the worm drives turns and
forces the ball bearings to press against the channel inside the nut. This forces
the nut to move along the worm drive. The nut itself has a couple of gear teeth
cast into the outside of it and these mesh with the teeth on a sector gear which is
attached to the cross shaft just like in the worm and sector mechanism. This
system has much less free play or slack in it than the other designs, hence why
it's used the most. The example below shows a recirculating ball mechanism
with the nut shown in cutaway so you can see the ball bearings and the
recirculation channel.
In this type of steering box, the end of the shaft from the steering wheel
has a worm gear attached to it. It meshes directly with a sector gear (so called
because it's a section of a full gear wheel). When the steering wheel is turned,
the shaft turns the worm gear, and the sector gear pivots around its axis as its
teeth are moved along the worm gear. The sector gear is mounted on the cross
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shaft which passes through the steering box and out the bottom where it is
splined, and the the pitman arm is attached to the splines. When the sector gear
turns, it turns the cross shaft, which turns the pitman arm, giving the output
motion that is fed into the mechanical linkage on the track rod. The following
diagram shows the active components that are present inside the worm and
sector steering box. The box itself is sealed and filled with grease.
The worm and roller steering box is similar in design to the worm and
sector box. The difference here is that instead of having a sector gear that
meshes with the worm gear, there is a roller instead. The roller is mounted on a
roller bearing shaft and is held captive on the end of the cross shaft. As the
worm gear turns, the roller is forced to move along it but because it is held
captive on the cross shaft, it twists the cross shaft. Typically in these designs,
the worm gear is actually an hourglass shape so that it is wider at the ends.
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Without the hourglass shape, the roller might disengage from it at the extents of
its travel.
Cam and lever steering boxes are very similar to worm and sector
steering boxes. The worm drive is known as a cam and has a much shallower
pitch and the sector gear is replaced with two studs that sit in the cam channels.
As the worm gear is turned, the studs slide along the cam channels which forces
the cross shaft to rotate, turning the pitman arm. One of the design features of
this style is that it turns the cross shaft 90° to the normal so it exits through the
side of the steering box instead of the bottom. This can result in a very compact
design when necessary.
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CHAPTER 6
TYPES OF 4WS
i. Mechanical 4WS
ii. Hydraulic 4WS
iii. Electro-hydraulic 4WS
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In a straight-mechanical type of 4WS, two steering gears are used-one for
the front and the other for the rear wheels. A steel shaft connects the two
steering gearboxes and terminates at an eccentric shaft that is fitted with an
offset pin. This pin engages a second offset pin that fits into a planetary gear.
The planetary gear meshes with the matching teeth of an internal gear that
is secured in a fixed position to the gearbox housing. This means that the
planetary gear can rotate but the internal gear cannot. The eccentric pin of the
planetary gear fits into a hole in a slider for the steering gear.
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6.2 Hydraulic 4WS
A two-way hydraulic cylinder mounted on the rear stub frame turn the
wheels. Fluid for this cylinder is supplied by a rear steering pump that is driven
by the differential. The pump only operates when the front wheels are turning.
A tank in the engine compartment supplies the rear steering pump with fluid.
When the steering wheel is turned, the front steering pump sends fluid
under pressure to the rotary valve in the front rack and pinion unit. This forces
fluid into the front power cylinder, and the front wheels turn in the direction
steered. The fluid pressure varies with the turning of the steering wheel. The
faster and farther the steering wheel is turned, the greater the fluid pressure.
The fluid is also fed under the same pressure to the control valve where it
opens a spool valve in the control valve housing. As the spool valve moves, it
allows fluid from the rear steering pump to move through and operate the rear
power cylinder. The higher the pressure on the spool, the farther it moves. The
farther it moves, the more fluid it allows through to move the rear wheels. As
mentioned earlier, this system limits rear wheel movement to 11/2 degrees in
either the left or right direction.
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Fig 6.1 Electro-Hydraulic 4WS
At moderate road speeds, the rear wheels are steered momentarily counter
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phase, through neutral, then in phase with the front wheels. At high road speeds,
the rear wheels turns only in phase with the front wheels. The ECU must know
not only road speed, but also how much and quickly the steering wheel is
turned. These three factors - road speed, amount of steering wheel turn, and the
quickness of the steering wheel turn - are interpreted by the ECU to maintain
continuous and desired steer angle of the rear wheels.
The stepper motor moves the control yoke. A swing arm is attached to the
control yoke. The position of the yoke determines the arc of the swing rod. The
arc of the swing arm is transmitted through a control arm that passes through a
large bevel gear. Stepper motor action eventually causes a push-or-pull
movement of its output shaft to steer the rear wheels up to a maximum of 5
degrees in either direction.
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speed, thereby producing enhanced stability and, within certain parameters.
The actual 4WS system consists of a rack and pinion front steering that is
hydraulically powered by a main twin-tandem pump. The system also has a
rear-steering mechanism, hydraulically powered by the main pump. The rear-
steering shaft extends from the rack bar of the front-steering assembly to the
rear-steering-phase control unit.
The rear steering is comprised of the input end of the rear-steering shaft,
vehicle speed sensors, and steering-phase control unit (deciding direction and
degree), a power cylinder, and an output rod. A centering lock spring is
incorporated that locks the rear system in a neutral (straight-ahead) position in
the event of hydraulic failure. Additionally, a solenoid valve that disengages the
hydraulic boost (thereby activating the centering lock spring in case of an
electrical failure) is included.
CHAPTER 7
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CHARACTERISTICS OF WHEEL CHAIR DRIVE
CONFIGURATIONS
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Fig 7.1 Fixed Rear-Wheel Differential Drive Configurations.
The greater the weight borne by the caster wheels, the more difficult it is
to change directions when caster wheels must reverse directions and rotate
through 180°. The approach, however, causes the designer to take extraordinary
steps to provide stability. Typically, stability is achieved by counterbalancing
the user's mass over and in front of the main drive wheels with the mass of the
batteries behind the main drive wheels. It may be necessary to provide caster or
sprung wheels in the rear of the chair to avoid tipping backward while
accelerating forward. The addition of these extra wheels, if small, may also
compromise the chair's ability to climb low obstacles.
The wheels are properly aligned whenever lines projected from the axis of
each intersect at a single point. In four-wheel steering configured for minimum
turning radius, this point lies on a line between the front and rear wheels
running perpendicular to the fore-aft direction of the base, as illustrated in
Fig.7.2 In two-wheel steering, the perpendicular bisectors of the front steered
wheels intersect at a point along the line through the centers of the fixed rear
wheels.
Fig 7.2 Wheel alignment for four-wheel steering about a single pivot point.
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course direction is not changed. The problem is analogous to that facing
automobile drivers when they attempt to enter a parking space head in between
two other cars, or the one tractor trailer drivers have making turns at right angle
intersections. In both situations, the drivers are required to make course
corrections during the maneuver to avoid collisions with the obstacles on the
inside of the turn. In other words, course corrections must be made to avoid
clipping the corner.
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CHAPTER 8
FIG 8.1 - Variation in steer angles for left and right wheels
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8.1 FUNDAMENTAL EQUATION FOR CORRECT STEERING
When the vehicle takes a turn, the outer wheels moves faster than the
inner wheels. The four wheels must roll on the road so that there is a line
contact between road surface and tyres .This is essential to prevent tyre wear.
The rolling motion of the wheels on the road surface is possible only if these
describe concentric circles on the road at an instantaneous centre, when the
vehicle is taking a turn. In order for turning the vehicle to the left or right ,its
two front wheels are mounted on short axles, known as stub axles, pivoted to
the chassis of the vehicle. The axes of these axles, when produced meet at an
instantaneous centre which lies on the common axis of the rear wheels. The axis
of the inner wheel makes a larger turning angle θ than angle ф made by the axis
of outer wheel.
L = AE wheel base
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Fig 8.3 Steering Angles
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Where
T = Steering Torque (N)
μ = Coefficient of friction between the road and the tyre
W = Load (N)
P = Tire Pressure (N/m2)
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Fig 8.4 Wheel Alignment Constraints for Four-Wheel Steering.
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CHAPTER 9
FABRICATION OF FOUR WHEEL STEERING SYSTEM
The main objective of our project is to fabricate the Four Wheel steering,
(REAR STEER MODE). This was the first mode of four-wheel steering used in
a car. Here, the rear wheels turn in a direction opposite to the front wheels so
that to reduce the turning circle radius at low speeds. This would be very useful
in city traffic conditions. A separate circuit was used to obtain this steering
mode. The standard four-wheel steering mode, in which the front wheels steer
opposite to the rear wheels, can also be utilized in this kind of four-wheel
wheel steering. Maruti 800 is the largest selling car in India. It is manufactured
lifestyles and tastes with a car fully made for the Indian roads.
9.2 METHODOLOGY
Modification was made in the rear wheel assembly and addition of one
more rack and pinion steering gear box for steering the rear wheels. Then a
transfer rod is placed in between the front and rear steering gear box to transfer
the motion to rear steering gear box. As the vehicle Maruti 800 is front wheel
drive as shown in fig 10.1 there will be no difficulty in transferring the power
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from the Engine through Gear box, only a rear wheel assembly with steering
Transfer rod.
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Lower Arm (2 no’s)
Support (2 no’s)
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Fig 9.3 Bevel Gear Arrangement with Front Steering System
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Fig 9.5 Rear Rack and Pinion Assembly
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Fig 9.7 Right Side View
• With the 360 mode, the vehicle can quickly turn around at the press of a
button and a blip of the throttle. Complicated three-point steering
manoeuvres and huge space requirements to park the vehicle are entirely
done away with (refer 6.1.1)
• Crab mode helps simplify the lane changing procedure (refer 6.1.2)
• In conjunction with rear steer mode, four-wheel steering can significantly
improve the vehicle handling at both high and low speeds.
• Due to the better handling and easier steering capability, driver fatigue
can be reduced even over long drives
• The only major restriction for a vehicle to sport four-wheel steering is
that it should have four or more wheels. Hence, every kind of private and
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public transport vehicle, be it cars, vans, buses, can benefit from this
technology
• Military reconnaissance and combat vehicles can benefit to a great extent
from 360 mode, since the steering system can be purpose built for their
application and are of immense help in navigating difficult terrain
As has been discussed previously, zero steer can significantly ease the
parking process, due to its extremely short turning footprint. This is exemplified
by the parallel parking scenario, which is common in foreign countries and is
pretty relevant to our cities. Here, a car has to park itself between two other cars
parked on the service lane. This manoeuvre requires a three-way movement of
the vehicle and consequently heavy steering inputs. Moreover, to successfully
park the vehicle without incurring any damage, at least 1.75 times the length of
the car must be available for parking for a two-wheel steered car.
As can be seen clearly, the car requires just about the same length as itself
to park in the spot. Also, since the 360 mode does not require steering inputs,
the driver can virtually park the vehicle without even touching the steering
wheel. All he has to do give throttle and brake inputs, and even they can be
automated in modern cars. Hence, such a system can even lead to vehicles that
can drive and park by themselves.
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The effect of zero steer on parallel parking is shown below in FIG 8.5
The vehicle with arrows is our model under study. As can be seen from
the above figure, the vehicle can turn with hardly any space requirement with a
single steering action and also resume without any corrective inputs. Thus, it
also acts as a driver aid, helping relatively inexperienced drivers make quick
lane changes even at high speeds.
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Here is how Crab Mode can simplify this action, shown as FIG 8.6.
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However, the two steering modes described in this project can be
successfully implemented in heavy vehicles, as it described in a similar four-
wheel steered trailer-bus in FIG 8.7
Since our application was carried out on a scale model, there were bound
to be a number of modifications as the project scales up to its true size.
Following are some the requirements/modifications needed in a car to use Four
wheel steering with 360 mode:
• Replacing the rack and pinion steering mechanism up front with a fully
electronic servo-motor controlled steering front and rear, since both the
right and left wheels face in opposing directions. If it is possible to get
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opposing steer angles with a rack and pinion system, it may be used for
the front wheels
• Increasing the suspension travel on all four struts. Since the wheels turn
by close to 50 degrees for 360 mode, it is imperative that an extra load
acts on the suspension. Hence, the suspension travel has to be increased
by close to 25%.
• In case of four-wheel drive vehicles, all four wheels must have constant
velocity joints to handle both traction and steering purposes.
• An advanced steering controller circuit with steering angle sensor must
be installed to continuously monitor the vehicle’s dynamic condition and
adjust the steering angles accordingly. The 360 mode can be
activated/deactivated at the press of a button, and the ECU must handle
the other two modes depending on vehicle speed.
• Manual override should be provided to use conventional two-wheel
steering when demanded by the driver. This would be useful for
experienced drivers who may not need the assistance of 4WS for most of
their daily run.
• The four-wheel steering system has to implemented in the vehicle right
from the design stage, as it cannot be retrofitted in existing vehicles.
Space constraints and lack of electronic processing capability and power
supply might act as deterrents here.
• A mechanism should be provided to reverse the drive on any one side
(right/left) wheel, to achieve 360 mode.
• To provide for the power requirement of high-torque steering servos, the
battery will have to be up rated with a higher voltage and ampere-hour
rating.
The current traffic scenario demands a revolution, rather than an evolution,
and the zero turning circles four-wheel steering system can prove to be a
panacea for the people. With its tight parking circles and improved high speed
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handling, it is well worth the extra effort required in design and any extra cost
that might have to be paid by the end consumer. A precise control strategy and
dynamic handling solutions are the only roadblocks that prevent this system
from reaching the people. But time and technology will soon help it get past
these hurdles.
CHAPTER 10
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FAIL-SAFE MEASURES
All 4WS systems have fail-safe measures. For example, with the electro-
hydraulic setup, the system automatically counteracts possible causes of failure:
both electronic and hydraulic, and converts the entire steering system to a
conventional two-wheel steering type. Specifically, if a hydraulic defect should
reduce pressure level (by a movement malfunction or a broken driving belt), the
rear-wheel-steering mechanism is automatically locked in a neutral position,
activating a low-level warning light.
CHAPTER 11
70
RESULT AND DISCUSSION
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11.2 Drive Wheel Options
In the prototype used to evaluate the steering linkage, all four wheels are
powered. The range of options available are to power both rear wheels, power
both front wheels, and power one rear and one front wheel on opposite sides of
the vehicle. Powering all wheels gives maximum performance, and, since each
wheel on the same side of the vehicle travels at the same velocity, four
completely independent channels of control are not necessary. If the drive
wheels are operated open loop, only two channels are required. Either of the
other two options requires two independent control channels. The advantage of
powering one front and one rear wheel is to retain the ability of the vehicle to
climb over low obstacles while traveling either forward or backward, while
minimizing the control requirements and the cost of motor drives.
CHAPTER 12
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An innovative feature of this steering linkage design is its ability to drive
all four (or two) wheels using a single steering actuator. Its successful
implementation will allow for the development of a four-wheel, steered power
base with maximum maneuverability, uncompromised static stability, front- and
rear-wheel tracking, and optimum obstacle climbing capability.
Thus the four-wheel steering system has got cornering capability, steering
response, straight-line stability, lane changing and low-speed manoeuvrability.
Even though it is advantageous over the conventional two-wheel steering
system, 4WS is complex and expensive. Currently the cost of a vehicle with
four wheel steering is more than that for a vehicle with the conventional two
wheel steering. Four wheel steering is growing in popularity and it is likely to
come in more and more new vehicles. As the systems become more
commonplace the cost of four wheel steering will drop.
REFERENCES
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1. Dr. N. K. Giri, “Automotive Mechanics”, Khanna Publishers, 2-B, Nath
Market, Nai Sarak, New Delhi – 111006. (1996) , 7th Edition.
2. Thomas. D. Gillespie, “Fundamentals of Vehicle Dynamics”, Society of
Automotive Engineers, Warrendale. (2000) Online Edition.
3. Akihiko Miyoshi. (1988) ‘four-wheel steering system, Mazda
Corporation, JAPAN. U.S patent No. 4,719,981.
4. Hiroshi Ohmura (1990) ‘Rear wheel steering apparatus’, Mazda Motor
Corporation, U.S patent No. 4,953,648.
5. Yuichi Ushiroda, okazaki, kaoru sawase. (2008) ‘Power Transmission
System For four-wheel steering system, Mitsubishi jidosha kogyo
kabushiki kaisha Tokyo, Japan, U.S patent No. 7,325,640.
6. Dr.K.R.Govindan “Automobile Engineering” Anuradha Publication,
Chennai-600017 3 rd Edition.
Websites:
7. http://www.jeep.com/en/autoshow/concept_vehicles/hurricane/ - The
Jeep Hurricane Concept.
8. auto.howstuffworks.com/jeep-hurricane.htm – Working of the Hurricane
4WS System.
9. www.carbible.com – Basics of 4-wheel Steering
10. http://forums.mscsoftware.com/adams/ubbthreads.php - ADAMS / Car
Software VPD Discussion Forum.
11. www.rctek.com – Ackerman Steering Principles and control of steering
arms.
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